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EP1538363B1 - Hydraulic parking brake and method of using said brake on a slope - Google Patents

Hydraulic parking brake and method of using said brake on a slope Download PDF

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Publication number
EP1538363B1
EP1538363B1 EP20030292990 EP03292990A EP1538363B1 EP 1538363 B1 EP1538363 B1 EP 1538363B1 EP 20030292990 EP20030292990 EP 20030292990 EP 03292990 A EP03292990 A EP 03292990A EP 1538363 B1 EP1538363 B1 EP 1538363B1
Authority
EP
European Patent Office
Prior art keywords
hydraulic
piston
hydraulic brake
locking device
lever
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP20030292990
Other languages
German (de)
French (fr)
Other versions
EP1538363A1 (en
Inventor
Xavier Delayre
Jacques Loche
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
BWI Co Ltd SA
Original Assignee
BWI Co Ltd SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by BWI Co Ltd SA filed Critical BWI Co Ltd SA
Priority to EP20030292990 priority Critical patent/EP1538363B1/en
Publication of EP1538363A1 publication Critical patent/EP1538363A1/en
Application granted granted Critical
Publication of EP1538363B1 publication Critical patent/EP1538363B1/en
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/343—Systems characterised by their lay-out
    • B60T8/344—Hydraulic systems
    • B60T8/345—Hydraulic systems having more than one brake circuit per wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/48—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition connecting the brake actuator to an alternative or additional source of fluid pressure, e.g. traction control systems
    • B60T8/4809—Traction control, stability control, using both the wheel brakes and other automatic braking systems
    • B60T8/4827—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems
    • B60T8/4863—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems
    • B60T8/4872—Traction control, stability control, using both the wheel brakes and other automatic braking systems in hydraulic brake systems closed systems pump-back systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/02—Fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2121/00—Type of actuator operation force
    • F16D2121/18—Electric or magnetic
    • F16D2121/24—Electric or magnetic using motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2123/00—Multiple operation forces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2125/00—Components of actuators
    • F16D2125/18—Mechanical mechanisms
    • F16D2125/20—Mechanical mechanisms converting rotation to linear movement or vice versa
    • F16D2125/22—Mechanical mechanisms converting rotation to linear movement or vice versa acting transversely to the axis of rotation
    • F16D2125/28—Cams; Levers with cams
    • F16D2125/32—Cams; Levers with cams acting on one cam follower
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2127/00—Auxiliary mechanisms
    • F16D2127/06—Locking mechanisms, e.g. acting on actuators, on release mechanisms or on force transmission mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2129/00—Type of operation source for auxiliary mechanisms
    • F16D2129/06—Electric or magnetic
    • F16D2129/10—Motors

Definitions

  • the present invention relates to a hydraulic brake for braking a rotating part and uses of this hydraulic brake in a motor vehicle.
  • a hydraulic brake of the type comprising a body in which is formed at least one chamber connected to a hydraulic line for receiving a control pressure and a piston adapted to move in said chamber between a rest position and a braking position in response at said control pressure, said hydraulic brake having a piston locking device operable between a passive position in which said piston locking device allows said piston to move in response to said control pressure, and an active position in which said device locking the piston locks said piston in said braking position after cessation of said control pressure.
  • the locking device comprises a wedge-shaped control bar which locks in the active position by self-tightening against a finger protruding from the piston. Thanks to the piston locking device, such a brake can serve as a parking brake to lock a machine in the rest position for a long time.
  • the present invention aims to provide a hydraulic brake facilitating the implementation of an automatic parking brake in a motor vehicle.
  • the present invention also aims to facilitate the implementation of a slope maintenance function in a motor vehicle.
  • the invention provides a hydraulic brake of the aforementioned type, characterized in that it comprises a hydraulic actuator connected to said hydraulic line via a valve adapted to be selectively open or closed to transmit or not said control pressure to said hydraulic actuator, said hydraulic actuator being adapted to actuate said piston lock device to said operative position in response to said control pressure.
  • this hydraulic brake can actuate the piston locking device, and thus put into operation the parking brake, automatically and using the hydraulic pressure that normally controls the hydraulic brake as a power source.
  • a hydraulic line is in any case necessary for the normal operation of the hydraulic brake, the hydraulic brake according to the invention can be achieved quite simply by modifying a known hydraulic brake incorporating a locking device. Simply add a hydraulic actuator and connect it to the hydraulic control line of the brake through a controlled valve.
  • the hydraulic brake according to the invention can therefore be made from any hydraulic brake caliper with integrated mechanical parking brake.
  • the groove device of the piston can operate by self-tightening as in the aforementioned known brake.
  • the hydraulic brake according to the invention comprises a lock adapted to lock the piston locking device in the active position.
  • Such a lock has the advantage of greater operational safety than a self-tightening.
  • said latch occupies, by default, a release state allowing actuation of the piston locking device between said passive and active positions, said latch being selectively operable from said release position to a locking state to lock in position said piston locking device.
  • a failure of the lock does not risk causing the impossibility of releasing the brake.
  • the lock can take any suitable form.
  • the lock comprises a rack guided in longitudinal sliding on a support member integral with said hydraulic brake body and a stop lever pivotally mounted relative to said support member, said stop lever being able to stop said rack in the latching state of said latch and allowing said rack to move into the release state of said latch.
  • said lock comprises an electromagnet adapted to rotate said stop lever against a return spring.
  • the valve is a solenoid valve which has a closed position by default.
  • the energy consumption of the valve is very small, since the hydraulic brake is most often used as a service brake and the valve then remains closed without any action being necessary.
  • said valve has a closed position in which it allows a unidirectional flow of fluid from said hydraulic actuator to said hydraulic line.
  • the fluid can flow back without it being necessary to reopen the valve.
  • the hydraulic brake comprises a junction box interposed between the hydraulic line and the hydraulic brake body, the junction box comprising a hydraulic inlet connected to the hydraulic line, two circuit branches in derivation relative to each other for connecting said hydraulic inlet to two hydraulic outputs respectively of said housing and said valve to control the flow in a first of said circuit branches, the hydraulic brake further comprising two hydraulic connections respectively connecting the output of the first branch to said hydraulic actuator and the output of the other branch to said chamber.
  • the junction box may be separated from the hydraulic brake body and placed at any convenient location in the hydraulic control line path between the pressure distributor and the brake body.
  • said hydraulic brake body comprises a hydraulic connection connecting said chamber to said hydraulic actuator and said valve arranged to control the flow in said connection. hydraulic.
  • the hydraulic actuator since the operation of the locking device by the hydraulic actuator takes place while the piston is held in the braking position by the control pressure, the hydraulic actuator acts against a force relatively low, for example the force of a return spring of the locking device.
  • the hydraulic actuator can therefore be designed small and consume a small amount of fluid.
  • Such use does not preclude also providing a manual parking brake lever coupled to the locking device by conventional wiring.
  • the braking system 1 of a motor vehicle. Only one front wheel 9 and one rear wheel 13 have been shown for the sake of simplicity.
  • the braking system 1 comprises a brake pedal 2 conventionally coupled to a servomotor 3, itself coupled to a tandem master cylinder 4.
  • the outputs of the master cylinder 4 are connected to a pressure distributor 5 which is controlled by a microprocessor braking computer 6.
  • a front hydraulic brake caliper 7 of conventional type is connected by a hydraulic line 8 to an outlet of the pressure distributor 5.
  • a brake caliper 11 For the braking of the rear wheel 13, a brake caliper 11, according to a first embodiment of the invention, is connected to an outlet of the pressure distributor 5 via a hydraulic line 10 and a branch box 12 which will be described in more detail hereinafter. -Dessous.
  • the branch box 12 is fixed on a suspension arm or at any other location close to the brake caliper 11.
  • the braking computer 6 is programmed to implement sophisticated braking functions such as ABS anti-lock control and ESP stability control.
  • the braking computer 6 can receive the necessary data via a data bus 15, for example from a rear wheel speed sensor 16, a front wheel speed sensor 17, a motor computer 18 , a steering column angle sensor 19, a lateral acceleration or yaw rate sensor 21, a pressure sensor 22 which measures the pressure at the master cylinder 4, a pressure sensor 23 which measures the pressure at the front brake 7 and a sensor 24 for detecting the depression of the brake pedal 2.
  • FIG 2 there is shown in detail the hydraulic circuit of the brake system 1.
  • the figure 2 represents in particular the interior of the pressure distributor 5 which, being of a conventional design for the ABS and ESP systems, will be described briefly.
  • the front stage of the master cylinder 4 is connected by a hydraulic line 30 to a first portion of the pressure distributor 5 which controls two hydraulic brakes diagonally opposite.
  • the rear stage of the master cylinder 4 is connected by a hydraulic line 31 to a second portion of the pressure distributor which also controls two hydraulic brakes diagonally opposite.
  • the two halves of the dispenser 5 being perfectly symmetrical, only the right half will be described below.
  • the hydraulic line 31 supplies in parallel an isolation solenoid valve 32 which is normally conducting and a supply solenoid valve 33 which is normally non-conducting.
  • a hydraulic line 34 supplies in parallel the hydraulic line 8 for the front brake 7, via an application solenoid valve 35a, and the hydraulic line 10 for the brake back, via an application solenoid valve 35b.
  • the hydraulic line 8 is connected to a pressure accumulator 37 via a release solenoid valve 36a and the hydraulic line 10 via a release solenoid valve 36b.
  • the output of the pressure accumulator 37 equipped with a non-return valve, is connected to a pump 38 driven by a motor 39.
  • the output of the pump 38 is connected by a hydraulic line 41 to the hydraulic line 34.
  • a hydraulic line 40 connects the output of the supply solenoid valve 33 to the inlet of the pump 38. As shown in FIG.
  • the position of the different solenoid valves corresponds to a functioning of the brakes as service brakes under the control of the master cylinder 4.
  • the application solenoid valves 35a and 35b and the release solenoid valves 36a and 36b have a well-known operation in the framework of ABS systems.
  • the pressure distributor 5 also makes it possible to send a control pressure into the front and rear hydraulic brakes without any action on the brake pedal 2 being necessary.
  • the supply solenoid valve 33 is switched to the pass position and the isolation solenoid valve 32 is switched to its proportional position.
  • the pump 38 is turned on to create the necessary control pressure which is conveyed to the brake caliper before 7 and the rear brake caliper 11, via the hydraulic lines 34, 8 and 10.
  • branch box 12 has been shown in the form of its equivalent hydraulic diagram.
  • the junction box 12 comprises an input connector 45 which is connected to the hydraulic line 10 and a hydraulic circuit of which a first branch 46 connects the input connector 45 to an output connector 47 and a second branch 48 in branch with the first connects the input connector 45 to an output connector 49 through a solenoid valve 50 normally closed.
  • a hydraulic line 55 connects the output connector 47 to the input connector 58 of a cylinder body 60.
  • a hydraulic line 56 connects the output connector 49 to a hydraulic cylinder 57 which is attached to a wing 68 of the body of the cylinder. hydraulic brake caliper 11 by a screw 59.
  • the hydraulic brake caliper 11 comprises a rigid body which is intended to be connected, in a conventional manner, to the chassis of the vehicle with a freedom of lateral displacement with respect to a not shown brake disc. From left to right on the figure 3 this rigid body comprises the support wing 68 which is integral with the cylinder body 60, in which is defined a chamber 61, and an upper element 63 which connects the cylinder body 60 to a counter-abutment element 64.
  • a piston 62 is slidably housed in the chamber 61.
  • a sealing ring 65 seals between the piston 62 and the cylinder body 60.
  • the abutment element 64 and the piston 62 have two surfaces 62a and 64a which face each other and which are intended to carry friction lining not shown to brake a not shown brake disc.
  • the hydraulic brake caliper 11 also includes a piston locking device 62 for acting as an integrated parking brake.
  • a pusher 66 is slidably housed in the chamber 61 and has a free end 73 which projects out of the cylinder body 60.
  • a sealing ring 67 seals between the pusher 66 and the cylinder body 60.
  • the pusher 66 is advantageously constituted by a threaded rod 66a and a complementary threaded bushing 66b which can bear on the inner face piston 62.
  • the locking device is passive, that is to say that the parking brake is released.
  • the movements of the pusher 66 are controlled by a pivoting lever 70 which is rotatably mounted about an axis 71 fixed to the support flange 68.
  • the lever 70 is integral in rotation with an eccentric cam 72 which cooperates with the end 73 of the pusher 66.
  • the lever 70 is connected to a rack 77 by means of a pivot pin 78.
  • the rack 77 is guided in longitudinal sliding by tabs 79 connected to the wing 68 of the caliper body.
  • the hydraulic cylinder 57 actuates the lever 70.
  • the cylinder 57 comprises a cylinder body 74 which is connected to the wing 68 and a piston 75 which slides in the cylinder body 74 and whose free end can push a tab 76 rigidly connected to the lever 70.
  • the solenoid valve 50 which selectively controls the supply of the hydraulic cylinder 57 comprises an electromagnet 89 fed by a control line 85 which is connected to the brake computer 6, as visible on the figure 1 . It also comprises a piston 91 which carries a lip seal 92 and which is held in the closed position shown on FIG. figure 3 by a return spring 90.
  • the hydraulic cylinder 57 can rotate the lever 70 to set the parking brake, as will be explained below.
  • a latch 80 is provided on the flange 68 to be able to lock the lever 70 in position via the rack 77.
  • the latch 80 includes a stop lever 82 which pivots about an axis 88 and which is held in its release position shown on the figure 3 by a return spring 81.
  • An electromagnet 83 controlled by a control line 84 connected to the braking computer 6, makes it possible to pivot the lever 82 in its locking position shown on FIG. figure 4 .
  • the figure 4 represents the rear hydraulic brake after applying the parking brake.
  • the brake computer 6 controls the pressure distributor 5 to apply, in each of the two rear brakes, a high control pressure in the chamber 61, which pushes the piston 62 into a position of appropriate tightening.
  • the control pressure can be predetermined or calculated by the braking computer 6 according to different parameters, such as the mass of the vehicle and the slope on which the vehicle is.
  • the isolation valve 32 and the supply valve 33 are switched as mentioned above.
  • Each front application valve 35a is made non-conducting to isolate the front brake of the hydraulic line 34.
  • the computer 6 controls the opening of the solenoid valve 50 , which is shown in the open position on the figure 4 .
  • the piston 91 is retracted into the electromagnet 89, so that the lip seal 92 no longer blocks the communication between the input connector 45 and the output connector 49 of the housing 12.
  • the jack 57 receives therefore the control pressure from the hydraulic line 10 and through the line 56, which pushes the piston 75 in the direction indicated by the arrow 95, so as to rotate the lever 70 in the direction indicated by the arrow 96.
  • Cam 72 thus pushes the pusher 66 to apply it firmly against the inner surface of the piston 62.
  • the cylinder 57 When pivoting the lever 70, the cylinder 57 only has to overcome the force of the return spring of the lever 70 and the friction forces acting. on the lever 70 and the pusher 66. In particular, it is not the cylinder 57 which clamps the piston 62 against the brake disc. As a result, the cylinder 57 is significantly smaller than the cylinder body 60.
  • the computer 86 controls the supply of the electromagnet 83 via the line 84, so as to pivot the stop lever 82 in its locked position shown in FIG. figure 4 .
  • a tooth of the stop lever 82 engages with a tooth of the rack 77, so as to lock the latter in position.
  • the pressure of control in line 10 is removed by switching isolating valves 32 and supply 33 into their initial positions shown in FIG. figure 2 and the solenoid valve 50 is closed.
  • the pusher 66 remains constrained between the piston 62 and the cam 72.
  • the pusher 66 constrains the lever 70 in the direction opposite to the arrow 96, so that the latching between the stop lever 82 and the rack 77 remains firmly maintained without the need to continue feeding the electromagnet 83.
  • the brake can thus remain tight for a long time without supplying hydraulic pressure and without power supply or the solenoid valve 50 and the electromagnet 83 .
  • the lip seal 92 in the closed position does not prevent a return of the hydraulic fluid from the cylinder 57 to the control line 10 after the control pressure has been interrupted therein.
  • the solenoid valve 50, in the closed position therefore acts as a unidirectional valve, as represented symbolically by the valve 99 on the figure 2 .
  • a high control pressure is again sent in the hydraulic line 10 and the solenoid valve 50 is opened, so that the cylinder 57 produces a slight pivoting of the lever 70 in the direction of the arrow 96, from the position of the figure 4 .
  • This movement releases the snap between the stop lever 82 and the rack 77, so that the lever 82 returns to the release position under the action of the return spring 81, without the electromagnet 83 intervenes.
  • the control pressure is then interrupted and the solenoid valve 50 is closed again.
  • the pressure drop in the chamber 61 causes the piston 62 to return to its loosened position.
  • the thrust of the pusher 66 against the cam 72 and the action of the lever return spring 70 act together to return the lever 70 to its inoperative position. figure 3 .
  • the brake caliper 11 can then again function as a hydraulic service brake.
  • An emergency lever 100 is provided for releasing the parking brake in the event that a failure of the solenoid valve 50 or cylinder 57 would prevent actuation of the cylinder after the parking brake has been applied.
  • the emergency lever 100 which is shown on the figure 1 , is arranged to allow to exert on the rack 77 or on the lever 70 a traction in the direction of the arrow 101 represented on the figure 4 .
  • the emergency lever 100 can be placed in the trunk of the vehicle or at any other location where it is both accessible when needed, but does not interfere with the driver in normal
  • the rear hydraulic brake according to the embodiment described above has the advantage of being able to be manufactured by adding the necessary components to a pre-existing integrated parking brake hydraulic brake caliper, without the need to modify in depth the design of the stirrup.
  • the rear hydraulic brake does not have a branch box.
  • similar elements in the first embodiment are designated by the same reference numeral increased by 100. Only the essential differences from the first embodiment are described below.
  • the brake caliper 111 has a hydraulic inlet 158 for the connection of the hydraulic line 10.
  • the cylinder 157 for applying the parking brake comprises a piston 175 housed in a cylindrical bore 174 which is formed directly in the wall of the cylinder body 160.
  • the fluid supply of the cylinder 157 is through a channel 156 which is also formed in the wall of the cylinder body 160 and which connects the chamber 161 to the cylindrical bore 174 through the solenoid valve 150.
  • L The solenoid valve 150 is attached to the cylinder body 160 to control the flow in the channel 156. Furthermore, the operation of this brake is identical to the first embodiment.
  • the rear hydraulic brake comprises the junction box 212 and the brake caliper 211.
  • elements similar to the first embodiment are designated by the same reference numeral increased by 200. Except for geometrical details the housing 212 is identical to the housing 12. The only essential difference with respect to the brake of the first embodiment lies in the device blocking of the piston.
  • the pivot axis 271 of the lever 270 is connected to the cylinder body 260 and parallel to the axis thereof. The lever 270, the rack 277 and the jack 257 therefore move in a plane perpendicular to the similar elements of the first embodiment.
  • the transmission mechanism (not shown) between the lever 270 and the brake piston comprises a threaded rod engaged in the cylinder body 260 and rotatably connected to the lever 270 and a nut. engaged on it.
  • This nut is immobilized in rotation to translate along the threaded rod in the cylinder body 260 as a function of the rotation thereof and is firmly applied against the rear surface of the brake piston, in the manner of the pusher 66 when the lever 270 is rotated in the direction of the arrow 296.
  • the operation of this brake is identical to the first embodiment.
  • the lock 280 is identical to the latch 80 of the figure 3 , except the reverse orientation of the ratchet teeth.
  • a lock 380 can be used which is shown on the Figures 7 and 8 .
  • the figure 7 represents zone VII of the figure 6 correspondingly modified.
  • the elements similar to the first embodiment are designated by the same reference numeral increased by 300.
  • the latch 380 is shown in the release position on the Figures 7 and 8 . It comprises a housing 393 which contains the electromagnet 383, the stop lever 382 pivoting about the axis 388 and its return spring 381.
  • the housing 393 has a through passage 398 in which the rack 377 is engaged and comprises a fixing element 394 for fastening the lock to the wing 368 of the caliper body. Rubber gussets 397 are attached to the housing 393 and protect the rack 377 against dust. Furthermore, the operation of the latch 380 is identical to that of the latch 280. The latch 380 can also be adapted instead of the latches 80 and 180.
  • the rear brakes described above therefore function as hydraulic service brakes and self-tightening and unclamping parking brakes.
  • the locking and unlocking of the two rear brakes can be controlled by means of a parking brake control button 25 connected to the bus 15, visible on the figure 1 .
  • a parking brake control button 25 connected to the bus 15, visible on the figure 1 .
  • the slope maintenance function is provided by the braking computer 6 programmed accordingly.
  • the four hydraulic brakes are automatically tightened with sufficient hydraulic pressure to immobilize the vehicle, which pressure depends in particular on the slope value.
  • each isolation valve 32 and each supply valve 33 of the pressure distributor 5 is switched and the necessary control pressure is generated by each pump 38.
  • the pressure level reached is controlled by means of the sensor 23.
  • the four hydraulic brakes are automatically released as soon as an exit condition is validated, typically when an action of the driver is detected, reflecting the desire to restart. However, if the automatic activation status of the hydraulic brakes is prolonged for a long time without the exit condition being validated, there is the risk of a loss of pressure in the hydraulic circuit or an excessive consumption of fuel. energy through the pressure distributor 5.
  • the slope maintenance function is programmed so as to automatically activate the clamping of the parking brakes on the rear axle when the hydraulic clamping of the brakes is maintained for a duration greater than a predetermined threshold, for example 40 seconds.
  • a predetermined threshold for example 40 seconds.
  • a stopwatch is initialized to measure the time during which the hydraulic clamping is maintained.
  • a Rear parking brake release control is generated.
  • Activation of the locking device of the brake piston is then performed automatically by the hydraulic cylinder as described above.
  • the pressure in the hydraulic lines 8 and 10 can then be suppressed by switching each isolation valve 32 and each supply valve 33 into its initial position represented on the figure 2 .

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Regulating Braking Force (AREA)
  • Braking Arrangements (AREA)

Description

La présente invention se rapporte à un frein hydraulique pour freiner une pièce tournante et à des utilisations de ce frein hydraulique dans un véhicule automobile.The present invention relates to a hydraulic brake for braking a rotating part and uses of this hydraulic brake in a motor vehicle.

On connaît, par exemple d'après FR-A-1125875 , un frein hydraulique du type comportant un corps dans lequel est formée au moins une chambre reliée à une ligne hydraulique pour recevoir une pression de commande et un piston apte à se déplacer dans ladite chambre entre une position de repos et une position de freinage en réponse à ladite pression de commande, ledit frein hydraulique comportant un dispositif de blocage du piston actionnable entre une position passive dans laquelle ledit dispositif de blocage du piston laisse ledit piston se déplacer en réponse à ladite pression de commande, et une position active dans laquelle ledit dispositif de blocage du piston bloque ledit piston dans ladite position de freinage après cessation de ladite pression de commande.We know, for example according to FR-A-1125875 , a hydraulic brake of the type comprising a body in which is formed at least one chamber connected to a hydraulic line for receiving a control pressure and a piston adapted to move in said chamber between a rest position and a braking position in response at said control pressure, said hydraulic brake having a piston locking device operable between a passive position in which said piston locking device allows said piston to move in response to said control pressure, and an active position in which said device locking the piston locks said piston in said braking position after cessation of said control pressure.

Ici, le dispositif de blocage comporte une barre de commande formant coin qui se bloque en position active par autoserrage contre un doigt faisant saillie hors du piston. Grâce au dispositif de blocage du piston, un tel frein peut servir de frein de parcage pour bloquer une machine en position de repos sur une longue durée.Here, the locking device comprises a wedge-shaped control bar which locks in the active position by self-tightening against a finger protruding from the piston. Thanks to the piston locking device, such a brake can serve as a parking brake to lock a machine in the rest position for a long time.

Le document US 5 954 162 A montre un frein hydraulique d'après le préambule de la revendication 1.The document US 5,954,162 A shows a hydraulic brake according to the preamble of claim 1.

La présente invention a pour but de fournir un frein hydraulique facilitant la mise en oeuvre d'un frein de stationnement automatique dans un véhicule automobile. La présente invention a aussi pour but de faciliter la mise en oeuvre d'une fonction de maintien sur pente dans un véhicule automobile.The present invention aims to provide a hydraulic brake facilitating the implementation of an automatic parking brake in a motor vehicle. The present invention also aims to facilitate the implementation of a slope maintenance function in a motor vehicle.

Pour cela, l'invention fournit un frein hydraulique du type susmentionné, caractérisé par le fait qu'il comporte un actionneur hydraulique relié à ladite ligne hydraulique par l'intermédiaire d'une vanne apte à être sélectivement ouverte ou fermée pour transmettre ou non ladite pression de commande audit actionneur hydraulique, ledit actionneur hydraulique étant apte à actionner ledit dispositif de blocage du piston jusqu'à ladite position active en réponse à ladite pression de commande.For this, the invention provides a hydraulic brake of the aforementioned type, characterized in that it comprises a hydraulic actuator connected to said hydraulic line via a valve adapted to be selectively open or closed to transmit or not said control pressure to said hydraulic actuator, said hydraulic actuator being adapted to actuate said piston lock device to said operative position in response to said control pressure.

Ainsi, ce frein hydraulique permet d'actionner le dispositif de blocage du piston, et donc de mettre en service le frein de stationnement, de manière automatique et en utilisant la pression hydraulique qui commande normalement le frein hydraulique comme source de puissance. Ainsi, il est inutile de coupler le dispositif de blocage du piston à un autre moyen de commande tel qu'un levier de frein de stationnement manuel ou un moteur électrique. Etant donné qu'une ligne hydraulique est de toute manière nécessaire pour le fonctionnement normal du frein hydraulique, le frein hydraulique selon l'invention peut être réalisé assez simplement en modifiant un frein hydraulique connu intégrant un dispositif de blocage. Il suffit pour cela d'ajouter un actionneur hydraulique et de relier celui-ci à la ligne hydraulique de commande du frein par l'intermédiaire d'une vanne commandée. Le frein hydraulique selon l'invention peut donc être réalisé à partir de tout étrier de frein hydraulique à frein de stationnement mécanique intégré.Thus, this hydraulic brake can actuate the piston locking device, and thus put into operation the parking brake, automatically and using the hydraulic pressure that normally controls the hydraulic brake as a power source. Thus, it is unnecessary to couple the piston lock to another control means such as a manual parking brake lever or an electric motor. Since a hydraulic line is in any case necessary for the normal operation of the hydraulic brake, the hydraulic brake according to the invention can be achieved quite simply by modifying a known hydraulic brake incorporating a locking device. Simply add a hydraulic actuator and connect it to the hydraulic control line of the brake through a controlled valve. The hydraulic brake according to the invention can therefore be made from any hydraulic brake caliper with integrated mechanical parking brake.

Les revendications 2 à 4 décrirent des modes de réalisation particuliers de l'invention.Claims 2 to 4 describe particular embodiments of the invention.

Le dispositif de bocage du piston peut fonctionner par autoserrage comme dans le frein connu précité. Avantageusement, le frein hydraulique selon l'invention comporte un verrou apte à verrouiller le dispositif de blocage du piston dans la position active. Un tel verrou présente l'avantage d'une plus grande sécurité de fonctionnement qu'un autoserrage.The groove device of the piston can operate by self-tightening as in the aforementioned known brake. Advantageously, the hydraulic brake according to the invention comprises a lock adapted to lock the piston locking device in the active position. Such a lock has the advantage of greater operational safety than a self-tightening.

De préférence, ledit verrou occupe, par défaut, un état de libération permettant l'actionnement du dispositif de blocage du piston entre lesdites positions passive et active, ledit verrou étant actionnable sélectivement depuis ladite position de libération jusqu'à un état de verrouillage pour verrouiller en position ledit dispositif de blocage du piston. Ainsi, une défaillance du verrou ne risque pas d'entraîner l'impossibilité de desserrer le frein.Preferably, said latch occupies, by default, a release state allowing actuation of the piston locking device between said passive and active positions, said latch being selectively operable from said release position to a locking state to lock in position said piston locking device. Thus, a failure of the lock does not risk causing the impossibility of releasing the brake.

Le verrou peut revêtir toute forme appropriée. Selon une réalisation particulière, le verrou comporte une crémaillère guidée en coulissement longitudinal sur un élément de support solidaire dudit corps de frein hydraulique et un levier d'arrêt monté à pivotement par rapport audit élément de support, ledit levier d'arrêt étant apte à arrêter ladite crémaillère dans l'état de verrouillage dudit verrou et à laisser ladite crémaillère se déplacer dans l'état de libération dudit verrou. L'avantage d'un tel verrou est que la crémaillère et le levier d'arrêt s'encliquètent et restent alors dans l'état de verrouillage sans qu'une action continue ne soit nécessaire.The lock can take any suitable form. According to a particular embodiment, the lock comprises a rack guided in longitudinal sliding on a support member integral with said hydraulic brake body and a stop lever pivotally mounted relative to said support member, said stop lever being able to stop said rack in the latching state of said latch and allowing said rack to move into the release state of said latch. The advantage such a latch is that the rack and the stop lever snap and then remain in the lock state without a continuous action is necessary.

Avantageusement, ledit verrou comporte un électroaimant apte à faire pivoter ledit levier d'arrêt à l'encontre d'un ressort de rappel.Advantageously, said lock comprises an electromagnet adapted to rotate said stop lever against a return spring.

De préférence, la vanne est une électrovanne qui présente une position fermée par défaut. Ainsi, la consommation d'énergie de la vanne est très petite, étant donné que le frein hydraulique sert le plus souvent de frein de service et que la vanne reste alors fermée sans qu'aucune action ne soit nécessaire.Preferably, the valve is a solenoid valve which has a closed position by default. Thus, the energy consumption of the valve is very small, since the hydraulic brake is most often used as a service brake and the valve then remains closed without any action being necessary.

Avantageusement, ladite vanne présente une position fermée dans laquelle elle permet un écoulement unidirectionnel de fluide depuis ledit actionneur hydraulique vers ladite ligne hydraulique. Ainsi, lorsque la pression de commande cesse dans la ligne hydraulique, le fluide peut refluer sans qu'il ne soit nécessaire de rouvrir la vanne.Advantageously, said valve has a closed position in which it allows a unidirectional flow of fluid from said hydraulic actuator to said hydraulic line. Thus, when the control pressure stops in the hydraulic line, the fluid can flow back without it being necessary to reopen the valve.

Selon un mode de réalisation particulier de l'invention, le frein hydraulique comporte un boîtier de dérivation interposé entre la ligne hydraulique et le corps de frein hydraulique, le boîtier de dérivation comportant une entrée hydraulique reliée à la ligne hydraulique, deux branches de circuit en dérivation l'une par rapport à l'autre pour relier ladite entrée hydraulique à respectivement deux sorties hydrauliques dudit boîtier et ladite vanne pour contrôler l'écoulement dans une première desdites branches de circuit, le frein hydraulique comportant en outre deux liaisons hydrauliques reliant respectivement la sortie de la première branche audit actionneur hydraulique et la sortie de l'autre branche à ladite chambre. Ce mode de réalisation permet notamment la mise en oeuvre de l'invention en modifiant au minimum un étrier de frein hydraulique à frein de stationnement intégré. Le boîtier de dérivation peut être séparé du corps de frein hydraulique et placé à tout emplacement approprié sur le trajet de la ligne de commande hydraulique, entre le distributeur de pression et le corps de frein.According to a particular embodiment of the invention, the hydraulic brake comprises a junction box interposed between the hydraulic line and the hydraulic brake body, the junction box comprising a hydraulic inlet connected to the hydraulic line, two circuit branches in derivation relative to each other for connecting said hydraulic inlet to two hydraulic outputs respectively of said housing and said valve to control the flow in a first of said circuit branches, the hydraulic brake further comprising two hydraulic connections respectively connecting the output of the first branch to said hydraulic actuator and the output of the other branch to said chamber. This embodiment particularly allows the implementation of the invention by modifying at least one hydraulic brake caliper with integrated parking brake. The junction box may be separated from the hydraulic brake body and placed at any convenient location in the hydraulic control line path between the pressure distributor and the brake body.

Selon un autre mode de réalisation particulier de l'invention, ledit corps de frein hydraulique comporte une liaison hydraulique reliant ladite chambre audit actionneur hydraulique et ladite vanne agencée pour contrôler l'écoulement dans ladite liaison hydraulique. Ce mode de réalisation présente une compacité avantageuse.According to another particular embodiment of the invention, said hydraulic brake body comprises a hydraulic connection connecting said chamber to said hydraulic actuator and said valve arranged to control the flow in said connection. hydraulic. This embodiment has an advantageous compactness.

L'invention propose aussi une utilisation du frein hydraulique précité comme frein de stationnement d'un véhicule automobile, caractérisée par les étapes consistant à :

  • produire un signal de commande de frein de stationnement,
  • envoyer une pression de commande dans ladite ligne hydraulique en réponse audit signal de commande de frein de stationnement pour déplacer ledit piston jusqu'à ladite position de freinage,
  • ouvrir ladite vanne pour actionner ledit dispositif de blocage du piston jusqu'à ladite position active à l'aide dudit actionneur hydraulique,
  • faire cesser ladite pression de commande dans ladite ligne hydraulique pendant que ledit piston reste bloqué dans ladite position de freinage par ledit dispositif de blocage du piston dans la position active.
The invention also proposes a use of the aforementioned hydraulic brake as parking brake of a motor vehicle, characterized by the steps of:
  • produce a parking brake control signal,
  • sending a control pressure in said hydraulic line in response to said parking brake control signal to move said piston to said braking position,
  • opening said valve to actuate said piston locking device to said operative position by means of said hydraulic actuator,
  • stopping said control pressure in said hydraulic line while said piston remains locked in said braking position by said piston lock in the active position.

Dans une telle utilisation, étant donné que la manoeuvre du dispositif de blocage par l'actionneur hydraulique a lieu pendant que le piston est maintenu en position de freinage par la pression de commande, l'actionneur hydraulique agit à l'encontre d'un effort relativement faible, par exemple la force d'un ressort de rappel du dispositif de blocage. L'actionneur hydraulique peut donc être conçu de petite taille et consommer une faible quantité de fluide. Une telle utilisation n'exclut pas de prévoir également un levier de frein de stationnement manuel couplé au dispositif de blocage par un câblage classique.In such a use, since the operation of the locking device by the hydraulic actuator takes place while the piston is held in the braking position by the control pressure, the hydraulic actuator acts against a force relatively low, for example the force of a return spring of the locking device. The hydraulic actuator can therefore be designed small and consume a small amount of fluid. Such use does not preclude also providing a manual parking brake lever coupled to the locking device by conventional wiring.

L'invention propose aussi une utilisation du frein hydraulique précité pour maintenir automatiquement un véhicule automobile sur une pente, caractérisée par les étapes consistant à :

  • détecter un état d'arrêt dudit véhicule automobile sur une pente,
  • envoyer une pression de commande dans ladite ligne hydraulique en réponse à ladite détection pour déplacer ledit piston jusqu'à ladite position de freinage de manière à immobiliser ledit véhicule sur ladite pente,
  • mesurer une durée pendant laquelle ledit piston reste à ladite position de freinage,
  • lorsque ladite durée dépasse une valeur prédéterminée, ouvrir ladite vanne pour actionner ledit dispositif de blocage du piston jusqu'à ladite position active à l'aide dudit actionneur hydraulique,
  • faire cesser ladite pression de commande dans ladite ligne hydraulique pendant que ledit piston reste bloqué dans ladite position de freinage par ledit dispositif de blocage du piston dans la position active. Ainsi, on réalise une fonction de freinage anti-recul (aussi connue sous le terme anglais « Hill Holder ») pour maintenir le véhicule à l'arrêt sur une pente sans action positive du conducteur et qui présente l'avantage d'être efficace pendant une longue durée, étant donné que le serrage mécanique du piston par le dispositif de blocage se substitue au serrage hydraulique au bout d'une durée déterminée. L'immobilisation du véhicule est donc réalisée de manière sûre et durable sans crainte d'une fuite de pression.
The invention also proposes a use of the aforesaid hydraulic brake for automatically maintaining a motor vehicle on a slope, characterized by the steps of:
  • detecting a stopping state of said motor vehicle on a slope,
  • sending a control pressure in said hydraulic line in response to said detection to move said piston to said braking position so as to immobilize said vehicle on said slope,
  • measuring a period during which said piston remains at said braking position,
  • when said duration exceeds a predetermined value, opening said valve to actuate said piston locking device to said operative position with said hydraulic actuator,
  • stopping said control pressure in said hydraulic line while said piston remains locked in said braking position by said piston lock in the active position. Thus, an anti-recoil braking function (also known as the "Hill Holder") is used to keep the vehicle stationary on a slope without any positive action on the part of the driver and which has the advantage of being effective during a long time, since the mechanical clamping of the piston by the blocking device replaces the hydraulic clamping after a given period. The immobilization of the vehicle is therefore carried out safely and sustainably without fear of a pressure leak.

L'invention sera mieux comprise, et d'autres buts, détails, caractéristiques et avantages de celle-ci apparaîtront plus clairement au cours de la description suivante de plusieurs modes de réalisation particuliers de l'invention, donnés uniquement à titre illustratif et non limitatif, en référence aux dessins annexés. Sur ces dessins :

  • la figure 1 est une représentation schématique fonctionnelle d'un système de freinage pour véhicule automobile avec un frein hydraulique arrière selon un premier mode de réalisation de l'invention,
  • la figure 2 est une représentation fonctionnelle détaillée du circuit hydraulique du système de la figure 1,
  • la figure 3 est une représentation schématique en coupe d'un frein hydraulique arrière du système de la figure 1, le frein de stationnement étant inactif,
  • la figure 4 est une représentation analogue à la figure 3, le frein de stationnement étant actif,
  • la figure 5 est une représentation schématique en coupe d'un frein hydraulique selon un deuxième mode de réalisation de l'invention,
  • la figure 6 est une représentation schématique en coupe d'un frein hydraulique selon un troisième mode de réalisation de l'invention,
  • la figure 7 représente un verrou à crémaillère selon une variante de réalisation de la zone VII de la figure 6,
  • la figure 8 représente le verrou à crémaillère en coupe selon la ligne VIII-VIII de la figure 7.
The invention will be better understood, and other objects, details, characteristics and advantages thereof will appear more clearly in the course of the following description of several particular embodiments of the invention, given solely for illustrative and non-limiting purposes. with reference to the accompanying drawings. On these drawings:
  • the figure 1 is a schematic functional representation of a braking system for a motor vehicle with a rear hydraulic brake according to a first embodiment of the invention,
  • the figure 2 is a detailed functional representation of the hydraulic system of the system of the figure 1 ,
  • the figure 3 is a schematic sectional representation of a rear hydraulic brake system of the figure 1 the parking brake is inactive,
  • the figure 4 is a representation similar to the figure 3 with the parking brake active,
  • the figure 5 is a schematic representation in section of a hydraulic brake according to a second embodiment of the invention,
  • the figure 6 is a diagrammatic representation in section of a hydraulic brake according to a third embodiment of the invention,
  • the figure 7 represents a rack lock according to an alternative embodiment of the zone VII of the figure 6 ,
  • the figure 8 represents the rack-and-pinion lock in section along line VIII-VIII of the figure 7 .

Sur la figure 1, on a représenté le système de freinage 1 d'un véhicule automobile. Une seule roue avant 9 et une seule roue arrière 13 ont été représentées par mesure de simplicité. Le système de freinage 1 comporte une pédale de frein 2 couplée de manière classique à un servomoteur 3, lui-même couplé à un maître-cylindre tandem 4. Les sorties du maître cylindre 4 sont reliées à un distributeur de pression 5 qui est commandé par un calculateur de freinage 6 à microprocesseur. Pour le freinage de la roue avant 9, un étrier de frein hydraulique avant 7, de type classique, est relié par une ligne hydraulique 8 à une sortie du distributeur de pression 5. Pour le freinage de la roue arrière 13, un étrier de frein hydraulique arrière 11, selon un premier mode de réalisation de l'invention, est relié à une sortie du distributeur de pression 5 par l'intermédiaire d'une ligne hydraulique 10 et d'un boîtier de dérivation 12 qui sera décrit plus en détail ci-dessous. Le boîtier de dérivation 12 est fixé sur un bras de suspension ou à tout autre emplacement voisin de l'étrier de frein 11.On the figure 1 , there is shown the braking system 1 of a motor vehicle. Only one front wheel 9 and one rear wheel 13 have been shown for the sake of simplicity. The braking system 1 comprises a brake pedal 2 conventionally coupled to a servomotor 3, itself coupled to a tandem master cylinder 4. The outputs of the master cylinder 4 are connected to a pressure distributor 5 which is controlled by a microprocessor braking computer 6. For the braking of the front wheel 9, a front hydraulic brake caliper 7, of conventional type, is connected by a hydraulic line 8 to an outlet of the pressure distributor 5. For the braking of the rear wheel 13, a brake caliper 11, according to a first embodiment of the invention, is connected to an outlet of the pressure distributor 5 via a hydraulic line 10 and a branch box 12 which will be described in more detail hereinafter. -Dessous. The branch box 12 is fixed on a suspension arm or at any other location close to the brake caliper 11.

Le calculateur de freinage 6 est programmé pour mettre en oeuvre des fonctions de freinage élaborées comme le contrôle antiblocage ABS et le contrôle de stabilité ESP. Pour cela, le calculateur de freinage 6 peut recevoir les données nécessaires par l'intermédiaire d'un bus de données 15, par exemple depuis un capteur de vitesse de roue arrière 16, un capteur de vitesse de roue avant 17, un calculateur moteur 18, un capteur d'angle de colonne de direction 19, un capteur d'accélération latérale ou de vitesse de lacet 21, un capteur de pression 22 qui mesure la pression au niveau du maître-cylindre 4, un capteur de pression 23 qui mesure la pression au niveau du frein avant 7 et un capteur 24 pour détecter l'enfoncement de la pédale de frein 2.The braking computer 6 is programmed to implement sophisticated braking functions such as ABS anti-lock control and ESP stability control. For this, the braking computer 6 can receive the necessary data via a data bus 15, for example from a rear wheel speed sensor 16, a front wheel speed sensor 17, a motor computer 18 , a steering column angle sensor 19, a lateral acceleration or yaw rate sensor 21, a pressure sensor 22 which measures the pressure at the master cylinder 4, a pressure sensor 23 which measures the pressure at the front brake 7 and a sensor 24 for detecting the depression of the brake pedal 2.

Sur la figure 2, on a représenté en détail le circuit hydraulique du système de freinage 1. La figure 2 représente en particulier l'intérieur du distributeur de pression 5 qui, étant d'une conception classique pour les systèmes ABS et ESP, sera décrit brièvement. L'étage avant du maître-cylindre 4 est relié par une ligne hydraulique 30 à une première partie du distributeur de pression 5 qui commande deux freins hydrauliques opposés diagonalement. L'étage arrière du maître-cylindre 4 est relié par une ligne hydraulique 31 à une deuxième partie du distributeur de pression qui commande également deux freins hydrauliques opposés diagonalement. Les deux moitiés du distributeur 5 étant parfaitement symétriques, seule la moitié droite sera décrite ci-dessous. La ligne hydraulique 31 alimente en parallèle une électrovanne d'isolation 32 qui est normalement passante et une électrovanne d'alimentation 33 qui est normalement non passante. A la sortie de l'électrovanne d'isolation 32, une ligne hydraulique 34 alimente en parallèle la ligne hydraulique 8 pour le frein avant 7, par l'intermédiaire d'une électrovanne d'application 35a, et la ligne hydraulique 10 pour le frein arrière, par l'intermédiaire d'une électrovanne d'application 35b. Pour le retour du fluide hydraulique, la ligne hydraulique 8 est reliée à un accumulateur de pression 37 par l'intermédiaire d'une électrovanne de relâchement 36a et la ligne hydraulique 10 par l'intermédiaire d'une électrovanne de relâchement 36b. La sortie de l'accumulateur de pression 37, munie d'un clapet anti-retour, est reliée à une pompe 38 entraînée par un moteur 39. La sortie de la pompe 38 est reliée par une ligne hydraulique 41 à la ligne hydraulique 34. Une ligne hydraulique 40 relie la sortie de l'électrovanne d'alimentation 33 à l'entrée de la pompe 38. Telle que représentée sur la figure 2, la position des différentes électrovannes correspond à un fonctionnement des freins en tant que freins de service sous la commande du maître-cylindre 4. Les électrovannes d'application 35a et 35b et les électrovannes de relâchement 36a et 36b ont un fonctionnement bien connu dans le cadre des systèmes ABS.On the figure 2 , there is shown in detail the hydraulic circuit of the brake system 1. The figure 2 represents in particular the interior of the pressure distributor 5 which, being of a conventional design for the ABS and ESP systems, will be described briefly. The front stage of the master cylinder 4 is connected by a hydraulic line 30 to a first portion of the pressure distributor 5 which controls two hydraulic brakes diagonally opposite. The rear stage of the master cylinder 4 is connected by a hydraulic line 31 to a second portion of the pressure distributor which also controls two hydraulic brakes diagonally opposite. The two halves of the dispenser 5 being perfectly symmetrical, only the right half will be described below. The hydraulic line 31 supplies in parallel an isolation solenoid valve 32 which is normally conducting and a supply solenoid valve 33 which is normally non-conducting. At the outlet of the isolation solenoid valve 32, a hydraulic line 34 supplies in parallel the hydraulic line 8 for the front brake 7, via an application solenoid valve 35a, and the hydraulic line 10 for the brake back, via an application solenoid valve 35b. For the return of the hydraulic fluid, the hydraulic line 8 is connected to a pressure accumulator 37 via a release solenoid valve 36a and the hydraulic line 10 via a release solenoid valve 36b. The output of the pressure accumulator 37, equipped with a non-return valve, is connected to a pump 38 driven by a motor 39. The output of the pump 38 is connected by a hydraulic line 41 to the hydraulic line 34. A hydraulic line 40 connects the output of the supply solenoid valve 33 to the inlet of the pump 38. As shown in FIG. figure 2 , the position of the different solenoid valves corresponds to a functioning of the brakes as service brakes under the control of the master cylinder 4. The application solenoid valves 35a and 35b and the release solenoid valves 36a and 36b have a well-known operation in the framework of ABS systems.

Le distributeur de pression 5 permet également d'envoyer une pression de commande dans les freins hydrauliques avant et arrière sans qu'une action sur la pédale de frein 2 ne soit nécessaire. Pour cela, l'électrovanne d'alimentation 33 est commutée en position passante et l'électrovanne d'isolation 32 est commutée dans sa position proportionnelle. Puis la pompe 38 est mise en marche pour créer la pression de commande nécessaire qui est acheminée à l'étrier de frein avant 7 et l'étrier de frein arrière 11, par l'intermédiaire des lignes hydrauliques 34, 8 et 10.The pressure distributor 5 also makes it possible to send a control pressure into the front and rear hydraulic brakes without any action on the brake pedal 2 being necessary. For this, the supply solenoid valve 33 is switched to the pass position and the isolation solenoid valve 32 is switched to its proportional position. Then the pump 38 is turned on to create the necessary control pressure which is conveyed to the brake caliper before 7 and the rear brake caliper 11, via the hydraulic lines 34, 8 and 10.

Sur la figure 2, le boîtier de dérivation 12 a été représenté sous la forme de son schéma hydraulique équivalent.On the figure 2 , the branch box 12 has been shown in the form of its equivalent hydraulic diagram.

En référence à la figure 3, le boîtier de dérivation 12 et l'étrier de frein hydraulique 11 vont maintenant être décrits en détail. Le boîtier de dérivation 12 comporte un connecteur d'entrée 45 qui est relié à la ligne hydraulique 10 et un circuit hydraulique dont une première branche 46 relie le connecteur d'entrée 45 à un connecteur de sortie 47 et une deuxième branche 48 en dérivation avec la première relie le connecteur d'entrée 45 à un connecteur de sortie 49 en passant par une électrovanne 50 normalement fermée. Une ligne hydraulique 55 relie le connecteur de sortie 47 au connecteur d'entrée 58 d'un corps de cylindre 60. Une ligne hydraulique 56 relie le connecteur de sortie 49 à un vérin hydraulique 57 qui est fixé sur une aile 68 du corps de l'étrier de frein hydraulique 11 par une vis 59.With reference to the figure 3 , the junction box 12 and the hydraulic brake caliper 11 will now be described in detail. The junction box 12 comprises an input connector 45 which is connected to the hydraulic line 10 and a hydraulic circuit of which a first branch 46 connects the input connector 45 to an output connector 47 and a second branch 48 in branch with the first connects the input connector 45 to an output connector 49 through a solenoid valve 50 normally closed. A hydraulic line 55 connects the output connector 47 to the input connector 58 of a cylinder body 60. A hydraulic line 56 connects the output connector 49 to a hydraulic cylinder 57 which is attached to a wing 68 of the body of the cylinder. hydraulic brake caliper 11 by a screw 59.

L'étrier de frein hydraulique 11 comporte un corps rigide qui est destiné à être lié, de manière classique, au châssis du véhicule avec une liberté de déplacement latérale par rapport à un disque de frein non représenté. De la gauche vers la droite sur la figure 3, ce corps rigide comporte l'aile de support 68 qui est solidaire du corps de cylindre 60, dans lequel est définie une chambre 61, et un élément supérieur 63 qui relie le corps de cylindre 60 à un élément de contrebutée 64. Un piston 62 est logé coulissant dans la chambre 61. Une bague d'étanchéité 65 assure l'étanchéité entre le piston 62 et le corps de cylindre 60. L'élément de contrebutée 64 et le piston 62 présentent deux surfaces 62a et 64a qui se font face et qui sont destinées à porter des garnitures de friction non représentées pour freiner un disque de frein non représenté.The hydraulic brake caliper 11 comprises a rigid body which is intended to be connected, in a conventional manner, to the chassis of the vehicle with a freedom of lateral displacement with respect to a not shown brake disc. From left to right on the figure 3 this rigid body comprises the support wing 68 which is integral with the cylinder body 60, in which is defined a chamber 61, and an upper element 63 which connects the cylinder body 60 to a counter-abutment element 64. A piston 62 is slidably housed in the chamber 61. A sealing ring 65 seals between the piston 62 and the cylinder body 60. The abutment element 64 and the piston 62 have two surfaces 62a and 64a which face each other and which are intended to carry friction lining not shown to brake a not shown brake disc.

L'étrier de frein hydraulique 11 comporte aussi un dispositif de blocage du piston 62 pour servir de frein de stationnement intégré. Pour cela, un poussoir 66 est logé coulissant dans la chambre 61 et présente une extrémité libre 73 qui fait saillie hors du corps de cylindre 60. Une bague d'étanchéité 67 assure l'étanchéité entre le poussoir 66 et le corps de cylindre 60. Pour pouvoir être réglé en longueur, le poussoir 66 est avantageusement constitué d'une tige filetée 66a et d'une douille filetée complémentaire 66b qui peut prendre appui sur la face intérieure du piston 62. Dans la position représentée sur la figure 3, le dispositif de blocage est passif, c'est-à-dire que le frein de stationnement est desserré. Les mouvements du poussoir 66 sont contrôlés par un levier pivotant 70 qui est monté en rotation autour d'un axe 71 fixé à l'aile de support 68. Le levier 70 est solidaire en rotation d'une came excentrique 72 qui coopère avec l'extrémité 73 du poussoir 66. A son extrémité opposée à la came 72, le levier 70 est relié à une crémaillère 77 par l'intermédiaire d'un axe de pivotement 78. La crémaillère 77 est guidée en coulissement longitudinal par des pattes 79 liées à l'aile 68 du corps de l'étrier. Le vérin hydraulique 57 permet d'actionner le levier 70. Pour cela, le vérin 57 comporte un corps de cylindre 74 qui est lié à l'aile 68 et un piston 75 qui coulisse dans le corps de cylindre 74 et dont l'extrémité libre peut pousser une patte 76 liée rigidement au levier 70. L'électrovanne 50 qui commande sélectivement l'alimentation du vérin hydraulique 57 comporte un électro-aimant 89 alimenté par une ligne de commande 85 qui est reliée au calculateur de freinage 6, comme visible sur la figure 1. Elle comporte également un piston 91 qui porte un joint à lèvres 92 et qui est maintenu dans la position d'obturation représentée sur la figure 3 par un ressort de rappel 90. Le vérin hydraulique 57 permet de faire pivoter le levier 70 pour serrer le frein de stationnement, comme il sera expliqué plus bas. Un verrou 80 est prévu sur l'aile 68 pour pouvoir verrouiller le levier 70 en position par l'intermédiaire de la crémaillère 77. Comme visible sur la figure 3, le verrou 80 comporte un levier d'arrêt 82 qui pivote autour d'un axe 88 et qui est maintenu dans sa position de libération représentée sur la figure 3 par un ressort de rappel 81. Un électroaimant 83, commandé par une ligne de commande 84 reliée au calculateur de freinage 6, permet de faire pivoter le levier 82 dans sa position de verrouillage représentée sur la figure 4.The hydraulic brake caliper 11 also includes a piston locking device 62 for acting as an integrated parking brake. For this, a pusher 66 is slidably housed in the chamber 61 and has a free end 73 which projects out of the cylinder body 60. A sealing ring 67 seals between the pusher 66 and the cylinder body 60. To be able to be adjusted in length, the pusher 66 is advantageously constituted by a threaded rod 66a and a complementary threaded bushing 66b which can bear on the inner face piston 62. In the position shown on the figure 3 , the locking device is passive, that is to say that the parking brake is released. The movements of the pusher 66 are controlled by a pivoting lever 70 which is rotatably mounted about an axis 71 fixed to the support flange 68. The lever 70 is integral in rotation with an eccentric cam 72 which cooperates with the end 73 of the pusher 66. At its end opposite the cam 72, the lever 70 is connected to a rack 77 by means of a pivot pin 78. The rack 77 is guided in longitudinal sliding by tabs 79 connected to the wing 68 of the caliper body. The hydraulic cylinder 57 actuates the lever 70. For this, the cylinder 57 comprises a cylinder body 74 which is connected to the wing 68 and a piston 75 which slides in the cylinder body 74 and whose free end can push a tab 76 rigidly connected to the lever 70. The solenoid valve 50 which selectively controls the supply of the hydraulic cylinder 57 comprises an electromagnet 89 fed by a control line 85 which is connected to the brake computer 6, as visible on the figure 1 . It also comprises a piston 91 which carries a lip seal 92 and which is held in the closed position shown on FIG. figure 3 by a return spring 90. The hydraulic cylinder 57 can rotate the lever 70 to set the parking brake, as will be explained below. A latch 80 is provided on the flange 68 to be able to lock the lever 70 in position via the rack 77. As visible on the figure 3 , the latch 80 includes a stop lever 82 which pivots about an axis 88 and which is held in its release position shown on the figure 3 by a return spring 81. An electromagnet 83, controlled by a control line 84 connected to the braking computer 6, makes it possible to pivot the lever 82 in its locking position shown on FIG. figure 4 .

Lorsque le frein de stationnement n'est pas serré comme sur la figure 3, le vérin hydraulique 57 n'est pas alimenté en pression et le verrou 80 est ouvert. Le levier 70 est maintenu dans sa position représentée sur la figure 3 par un ressort de rappel non représenté. L'étrier de frein hydraulique 11 fonctionne, dans ce cas, comme frein de service de la manière habituelle, le piston 62 se déplaçant en fonction de la pression commande appliquée à travers la ligne hydraulique 10.When the parking brake is not tight as on the figure 3 the hydraulic cylinder 57 is not supplied with pressure and the latch 80 is open. The lever 70 is held in its position shown on the figure 3 by a return spring not shown. The hydraulic brake caliper 11 operates, in this case, as a service brake in the usual manner, the piston 62 moving as a function of the control pressure applied through the hydraulic line 10.

Le fonctionnement du dispositif de blocage va maintenant être décrit plus précisément en référence aux figures 1 et 4. La figure 4 représente le frein hydraulique arrière après serrage du frein de stationnement. Lorsque le frein de stationnement doit être serré, le calculateur de freinage 6 commande le distributeur de pression 5 pour appliquer, dans chacun des deux freins arrière, une pression de commande élevée dans la chambre 61, ce qui pousse le piston 62 dans une position de serrage appropriée. La pression de commande peut être prédéterminée ou bien calculée par le calculateur de freinage 6 en fonction de différents paramètres, comme la masse du véhicule et la pente sur laquelle se trouve le véhicule. Pour appliquer cette pression de commande, la vanne d'isolation 32 et la vanne d'alimentation 33 sont commutées comme mentionné plus haut. Chaque vanne d'application avant 35a est rendue non passante pour isoler le frein avant de la ligne hydraulique 34. Une fois le piston 62 maintenu de manière hydraulique dans la position de serrage appropriée, le calculateur 6 commande l'ouverture de l'électrovanne 50, qui est représentée en position ouverte sur la figure 4. Dans cette position, le piston 91 est rentré dans l'électroaimant 89, de sorte que le joint à lèvres 92 n'obture plus la communication entre le connecteur d'entrée 45 et le connecteur de sortie 49 du boîtier 12. Le vérin 57 reçoit donc la pression de commande depuis la ligne hydraulique 10 et à travers la ligne 56, ce qui pousse le piston 75 dans la direction indiquée par la flèche 95, de manière à faire pivoter le levier 70 dans la direction indiquée par la flèche 96. La came 72 repousse ainsi le poussoir 66 jusqu'à l'appliquer fermement contre la surface intérieure du piston 62. Lors du pivotement du levier 70, le vérin 57 doit seulement vaincre la force du ressort de rappel du levier 70 et les forces de frottement agissant sur le levier 70 et le poussoir 66. En particulier, ce n'est pas le vérin 57 qui serre le piston 62 contre le disque de frein. De ce fait, le vérin 57 est nettement plus petit que le corps de cylindre 60.The operation of the blocking device will now be described more precisely with reference to figures 1 and 4 . The figure 4 represents the rear hydraulic brake after applying the parking brake. When the parking brake has to be tightened, the brake computer 6 controls the pressure distributor 5 to apply, in each of the two rear brakes, a high control pressure in the chamber 61, which pushes the piston 62 into a position of appropriate tightening. The control pressure can be predetermined or calculated by the braking computer 6 according to different parameters, such as the mass of the vehicle and the slope on which the vehicle is. To apply this control pressure, the isolation valve 32 and the supply valve 33 are switched as mentioned above. Each front application valve 35a is made non-conducting to isolate the front brake of the hydraulic line 34. Once the piston 62 is hydraulically held in the appropriate clamping position, the computer 6 controls the opening of the solenoid valve 50 , which is shown in the open position on the figure 4 . In this position, the piston 91 is retracted into the electromagnet 89, so that the lip seal 92 no longer blocks the communication between the input connector 45 and the output connector 49 of the housing 12. The jack 57 receives therefore the control pressure from the hydraulic line 10 and through the line 56, which pushes the piston 75 in the direction indicated by the arrow 95, so as to rotate the lever 70 in the direction indicated by the arrow 96. Cam 72 thus pushes the pusher 66 to apply it firmly against the inner surface of the piston 62. When pivoting the lever 70, the cylinder 57 only has to overcome the force of the return spring of the lever 70 and the friction forces acting. on the lever 70 and the pusher 66. In particular, it is not the cylinder 57 which clamps the piston 62 against the brake disc. As a result, the cylinder 57 is significantly smaller than the cylinder body 60.

Ensuite, le calculateur 86 commande l'alimentation de l'électroaimant 83 par la ligne 84, de manière à faire pivoter le levier d'arrêt 82 dans sa position verrouillée représentée sur la figure 4. Une dent du levier d'arrêt 82 s'encliquette avec une dent de la crémaillère 77, de manière à verrouiller celle-ci en position. Ensuite la pression de commande dans la ligne 10 est supprimée en commutant les vannes d'isolation 32 et d'alimentation 33 dans leurs positions initiales représentées sur la figure 2 et l'électrovanne 50 est refermée. Le poussoir 66 reste contraint entre le piston 62 et la came 72. Ainsi, le poussoir 66 contraint le levier 70 dans la direction opposée à la flèche 96, de sorte que l'encliquetage entre le levier d'arrêt 82 et la crémaillère 77 reste fermement maintenu sans qu'il ne soit nécessaire de continuer d'alimenter l'électroaimant 83. Le frein peut ainsi rester serré sur une longue durée sans alimentation en pression hydraulique et sans alimentation électrique ni de l'électrovanne 50 ni de l'électroaimant 83.Then, the computer 86 controls the supply of the electromagnet 83 via the line 84, so as to pivot the stop lever 82 in its locked position shown in FIG. figure 4 . A tooth of the stop lever 82 engages with a tooth of the rack 77, so as to lock the latter in position. Then the pressure of control in line 10 is removed by switching isolating valves 32 and supply 33 into their initial positions shown in FIG. figure 2 and the solenoid valve 50 is closed. The pusher 66 remains constrained between the piston 62 and the cam 72. Thus, the pusher 66 constrains the lever 70 in the direction opposite to the arrow 96, so that the latching between the stop lever 82 and the rack 77 remains firmly maintained without the need to continue feeding the electromagnet 83. The brake can thus remain tight for a long time without supplying hydraulic pressure and without power supply or the solenoid valve 50 and the electromagnet 83 .

Comme visible sur la figure 3, le joint à lèvres 92 en position fermée n'empêche pas un retour du fluide hydraulique depuis le vérin 57 vers la ligne de commande 10 après qu'on a interrompu la pression de commande dans celle-ci. L'électrovanne 50, en position fermée, agit donc comme un clapet unidirectionnel, comme le représente symboliquement le clapet 99 sur la figure 2.As visible on the figure 3 , the lip seal 92 in the closed position does not prevent a return of the hydraulic fluid from the cylinder 57 to the control line 10 after the control pressure has been interrupted therein. The solenoid valve 50, in the closed position, therefore acts as a unidirectional valve, as represented symbolically by the valve 99 on the figure 2 .

Pour desserrer le frein de stationnement de manière automatique, c'est-à-dire inactiver le blocage du piston 62, une pression de commande élevée est à nouveau envoyée dans la ligne hydraulique 10 et on ouvre l'électrovanne 50, de sorte que le vérin 57 produit un léger pivotement du levier 70 dans la direction de la flèche 96, à partir de la position de la figure 4. Ce déplacement libère l'encliquetage entre le levier d'arrêt 82 et la crémaillère 77, de sorte que le levier 82 revient dans la position de libération sous l'action du ressort de rappel 81, sans que l'électroaimant 83 n'intervienne. La pression de commande est ensuite interrompue et l'électrovanne 50 est refermée. La baisse de pression dans la chambre 61 entraîne le retour du piston 62 vers sa position desserrée. La poussée du poussoir 66 contre la came 72 et l'action du ressort de rappel de levier 70, agissent conjointement pour ramener le levier 70 dans sa position inactive de la figure 3. L'étrier de frein 11 peut alors, à nouveau, fonctionner comme frein de service hydraulique.To release the parking brake automatically, that is to say to inactivate the locking of the piston 62, a high control pressure is again sent in the hydraulic line 10 and the solenoid valve 50 is opened, so that the cylinder 57 produces a slight pivoting of the lever 70 in the direction of the arrow 96, from the position of the figure 4 . This movement releases the snap between the stop lever 82 and the rack 77, so that the lever 82 returns to the release position under the action of the return spring 81, without the electromagnet 83 intervenes. The control pressure is then interrupted and the solenoid valve 50 is closed again. The pressure drop in the chamber 61 causes the piston 62 to return to its loosened position. The thrust of the pusher 66 against the cam 72 and the action of the lever return spring 70, act together to return the lever 70 to its inoperative position. figure 3 . The brake caliper 11 can then again function as a hydraulic service brake.

Un levier de secours 100 est prévu pour desserrer le frein de stationnement dans le cas où une défaillance de l'électrovanne 50 ou du vérin 57 empêcherait d'actionner le vérin après que le frein de stationnement a été serré. Le levier de secours 100, qui est représenté sur la figure 1, est agencé pour permettre d'exercer sur la crémaillère 77 ou sur le levier 70 une traction dans la direction de la flèche 101 représentée sur la figure 4. Pour cela, on prévoit, par exemple, un câble 102 dont une extrémité est couplée au levier 100 et dont l'extrémité est couplée à l'axe crémaillère 77 ou au levier 70. Le levier de secours 100 peut être placé dans le coffre du véhicule ou à tout autre emplacement où il est à la fois accessible en cas de besoin, mais ne gêne pas le conducteur en temps normal.An emergency lever 100 is provided for releasing the parking brake in the event that a failure of the solenoid valve 50 or cylinder 57 would prevent actuation of the cylinder after the parking brake has been applied. The emergency lever 100, which is shown on the figure 1 , is arranged to allow to exert on the rack 77 or on the lever 70 a traction in the direction of the arrow 101 represented on the figure 4 . For this, provision is made, for example, a cable 102 whose end is coupled to the lever 100 and whose end is coupled to the rack axis 77 or the lever 70. The emergency lever 100 can be placed in the trunk of the vehicle or at any other location where it is both accessible when needed, but does not interfere with the driver in normal

Le frein hydraulique arrière selon le mode de réalisation décrit ci-dessus présente l'avantage de pouvoir être fabriqué en ajoutant les composants nécessaires à un étrier de frein hydraulique à frein de stationnement intégré préexistant, sans qu'il ne soit nécessaire de modifier en profondeur la conception de l'étrier.The rear hydraulic brake according to the embodiment described above has the advantage of being able to be manufactured by adding the necessary components to a pre-existing integrated parking brake hydraulic brake caliper, without the need to modify in depth the design of the stirrup.

En référence à la figure 5, dans un deuxième mode de réalisation, le frein hydraulique arrière ne comporte pas de boîtier de dérivation. Sur la figure 5, les éléments analogues au premier mode de réalisation sont désignés par le même chiffre de référence augmenté de 100. Seules les différences essentielles par rapport au premier mode de réalisation sont décrites ci-dessous.With reference to the figure 5 in a second embodiment, the rear hydraulic brake does not have a branch box. On the figure 5 similar elements in the first embodiment are designated by the same reference numeral increased by 100. Only the essential differences from the first embodiment are described below.

L'étrier de frein 111 présente une entrée hydraulique 158 pour la connexion de la ligne hydraulique 10. Le vérin 157 pour serrer le frein de stationnement comporte un piston 175 logé dans un alésage cylindrique 174 qui est réalisé directement dans la paroi du corps de cylindre 160. L'alimentation en fluide du vérin 157 se fait à travers un canal 156 qui est également réalisé dans la paroi du corps de cylindre 160 et qui relie la chambre 161 à l'alésage cylindrique 174 en passant par l'électrovanne 150. L'électrovanne 150 est fixée au corps de cylindre 160 pour contrôler l'écoulement dans le canal 156. Par ailleurs, le fonctionnement de ce frein est identique au premier mode de réalisation.The brake caliper 111 has a hydraulic inlet 158 for the connection of the hydraulic line 10. The cylinder 157 for applying the parking brake comprises a piston 175 housed in a cylindrical bore 174 which is formed directly in the wall of the cylinder body 160. The fluid supply of the cylinder 157 is through a channel 156 which is also formed in the wall of the cylinder body 160 and which connects the chamber 161 to the cylindrical bore 174 through the solenoid valve 150. L The solenoid valve 150 is attached to the cylinder body 160 to control the flow in the channel 156. Furthermore, the operation of this brake is identical to the first embodiment.

En référence à la figure 6, dans un troisième mode de réalisation, le frein hydraulique arrière comporte le boîtier de dérivation 212 et L'étrier de frein 211. Sur la figure 6, les éléments analogues au premier mode de réalisation sont désignés par le même chiffre de référence augmenté de 200. Sauf détails géométriques le boîtier 212 est identique au boîtier 12. La seule différence essentielle par rapport au frein du premier mode de réalisation réside dans le dispositif de blocage du piston. Dans le troisième mode de réalisation, l'axe de pivotement 271 du levier 270 est lié au corps de cylindre 260 et parallèle à l'axe de celui-ci. Le levier 270, la crémaillère 277 et le vérin 257 se déplacent donc dans un plan perpendiculaire par rapport aux éléments analogues du premier mode de réalisation. Au lieu d'une came et d'un poussoir, le mécanisme de transmission (non représenté) entre le levier 270 et le piston de freinage comporte une tige filetée engagée dans le corps de cylindre 260 et solidaire en rotation du levier 270 et un écrou engagé sur celle-ci. Cet écrou est immobilisé en rotation pour se translater le long de la tige filetée dans le corps de cylindre 260 en fonction de la rotation de celle-ci et s'applique fermement contre la surface arrière du piston de freinage, à la manière du poussoir 66, lorsque le levier 270 est tourné dans le sens de la flèche 296. Par ailleurs, le fonctionnement de ce frein est identique au premier mode de réalisation.With reference to the figure 6 in a third embodiment, the rear hydraulic brake comprises the junction box 212 and the brake caliper 211. On the figure 6 , elements similar to the first embodiment are designated by the same reference numeral increased by 200. Except for geometrical details the housing 212 is identical to the housing 12. The only essential difference with respect to the brake of the first embodiment lies in the device blocking of the piston. In the third embodiment, the pivot axis 271 of the lever 270 is connected to the cylinder body 260 and parallel to the axis thereof. The lever 270, the rack 277 and the jack 257 therefore move in a plane perpendicular to the similar elements of the first embodiment. Instead of a cam and a pusher, the transmission mechanism (not shown) between the lever 270 and the brake piston comprises a threaded rod engaged in the cylinder body 260 and rotatably connected to the lever 270 and a nut. engaged on it. This nut is immobilized in rotation to translate along the threaded rod in the cylinder body 260 as a function of the rotation thereof and is firmly applied against the rear surface of the brake piston, in the manner of the pusher 66 when the lever 270 is rotated in the direction of the arrow 296. Moreover, the operation of this brake is identical to the first embodiment.

Le verrou 280 est identique au verrou 80 de la figure 3, hormis l'orientation inverse des dents d'encliquetage. A la place du verrou 280, on peut utiliser un verrou 380 qui est représenté sur les figures 7 et 8. La figure 7 représente la zone VII de la figure 6 modifiée de manière correspondante. Sur les figures 7 et 8, les éléments analogues au premier mode de réalisation sont désignés par le même chiffre de référence augmenté de 300. Le verrou 380 est représenté en position de libération sur les figures 7 et 8. Il comporte un boîtier 393 qui contient l'électroaimant 383, le levier d'arrêt 382 pivotant autour de l'axe 388 et son ressort de rappel 381. Le boîtier 393 présente un passage traversant 398 dans lequel est engagée la crémaillère 377 et comporte un élément de fixation 394 pour la fixation du verrou à l'aile 368 du corps d'étrier. Des soufflets en caoutchouc 397 sont fixés au boîtier 393 et protègent la crémaillère 377 contre la poussière. Par ailleurs, le fonctionnement du verrou 380 est identique à celui du verrou 280. Le verrou 380 peut aussi être adapté à la place des verrous 80 et 180.The lock 280 is identical to the latch 80 of the figure 3 , except the reverse orientation of the ratchet teeth. Instead of the lock 280, a lock 380 can be used which is shown on the Figures 7 and 8 . The figure 7 represents zone VII of the figure 6 correspondingly modified. On the Figures 7 and 8 , the elements similar to the first embodiment are designated by the same reference numeral increased by 300. The latch 380 is shown in the release position on the Figures 7 and 8 . It comprises a housing 393 which contains the electromagnet 383, the stop lever 382 pivoting about the axis 388 and its return spring 381. The housing 393 has a through passage 398 in which the rack 377 is engaged and comprises a fixing element 394 for fastening the lock to the wing 368 of the caliper body. Rubber gussets 397 are attached to the housing 393 and protect the rack 377 against dust. Furthermore, the operation of the latch 380 is identical to that of the latch 280. The latch 380 can also be adapted instead of the latches 80 and 180.

Les freins arrière décrits ci-dessus fonctionnent donc comme freins de service hydrauliques et freins de stationnement à serrage et desserrage automatique. Par exemple, le verrouillage et le déverrouillage des deux freins arrière peuvent être commandé à l'aide d'un bouton de commande de frein de stationnement 25 relié au bus 15, visible sur la figure 1. Toutefois, il reste possible de coupler dispositif de blocage du piston de freinage à un levier de commande habituellement prévu dans l'habitacle du véhicule (non représenté), par exemple par l'intermédiaire d'une tringle reliée au levier 70 ou 170 ou 270. On peut ainsi cumuler une commande manuelle et une commande automatique pour le frein de stationnement.The rear brakes described above therefore function as hydraulic service brakes and self-tightening and unclamping parking brakes. For example, the locking and unlocking of the two rear brakes can be controlled by means of a parking brake control button 25 connected to the bus 15, visible on the figure 1 . However, it remains possible to couple device locking the brake piston to a control lever usually provided in the passenger compartment of the vehicle (not shown), for example by means of a rod connected to the lever 70 or 170 or 270. It is thus possible to cumulate a manual control and automatic control for the parking brake.

Ces freins peuvent aussi être utilisés de manière avantageuse dans un système de freinage muni d'une fonction de maintien sur pente. La fonction de maintien sur pente est assurée par le calculateur de freinage 6 programmé en conséquence. Avec une telle fonction, lorsqu'une condition d'entrée est satisfaite, typiquement lorsqu'on détecte un arrêt du véhicule sur une surface présentant une pente supérieure à un seuil prédéterminé, les quatre freins hydrauliques sont automatiquement serrés avec une pression hydraulique suffisante pour immobiliser le véhicule, pression qui dépend notamment de la valeur de pente. Pour cela, chaque vanne d'isolation 32 et chaque vanne d'alimentation 33 du distributeur de pression 5 est commutée et la pression de commande nécessaire est engendrée par chaque pompe 38. Le niveau de pression atteint est contrôlé à l'aide du capteur 23. Grâce à une telle fonction, le recul du véhicule est empêché sans aucune action du conducteur.These brakes can also be used advantageously in a braking system provided with a slope maintenance function. The slope maintenance function is provided by the braking computer 6 programmed accordingly. With such a function, when an input condition is satisfied, typically when detecting a stopping of the vehicle on a surface having a slope greater than a predetermined threshold, the four hydraulic brakes are automatically tightened with sufficient hydraulic pressure to immobilize the vehicle, which pressure depends in particular on the slope value. For this, each isolation valve 32 and each supply valve 33 of the pressure distributor 5 is switched and the necessary control pressure is generated by each pump 38. The pressure level reached is controlled by means of the sensor 23. With such a function, the recoil of the vehicle is prevented without any action of the driver.

Les quatre freins hydrauliques sont automatiquement relâchés dès qu'une condition de sortie est validée, typiquement lorsqu'on détecte une action du conducteur traduisant la volonté de repartir. Toutefois, si l'état d'activation automatique des freins hydrauliques se prolonge longtemps sans que la condition de sortie ne soit validée, il se présente le risque d'une perte de pression dans le circuit hydraulique ou d'une trop forte consommation d'énergie par le distributeur de pression 5.The four hydraulic brakes are automatically released as soon as an exit condition is validated, typically when an action of the driver is detected, reflecting the desire to restart. However, if the automatic activation status of the hydraulic brakes is prolonged for a long time without the exit condition being validated, there is the risk of a loss of pressure in the hydraulic circuit or an excessive consumption of fuel. energy through the pressure distributor 5.

Pour résoudre ce problème, la fonction de maintien sur pente est programmée de manière à activer automatiquement le serrage des freins de stationnement sur l'essieu arrière lorsque le serrage hydraulique des freins est maintenu depuis une durée supérieure à un seuil prédéterminé, par exemple de 40 secondes. Ainsi, dès que la fonction de maintien sur pente s'active, un chronomètre est initialisé pour mesurer le temps pendant lequel le serrage hydraulique est maintenu. Dès que ce chronomètre dépasse le seuil prescrit, une commande de serrage des freins de stationnement arrière est générée. L'activation du dispositif de blocage du piston de frein est alors réalisée automatiquement par le vérin hydraulique comme il a été décrit plus haut. La pression dans les lignes hydrauliques 8 et 10 peut ensuite être supprimée en commutant chaque vanne d'isolation 32 et chaque vanne d'alimentation 33 dans sa positon initiale représentée sur la figure 2.To solve this problem, the slope maintenance function is programmed so as to automatically activate the clamping of the parking brakes on the rear axle when the hydraulic clamping of the brakes is maintained for a duration greater than a predetermined threshold, for example 40 seconds. Thus, as soon as the slope maintenance function is activated, a stopwatch is initialized to measure the time during which the hydraulic clamping is maintained. As soon as this stopwatch exceeds the prescribed threshold, a Rear parking brake release control is generated. Activation of the locking device of the brake piston is then performed automatically by the hydraulic cylinder as described above. The pressure in the hydraulic lines 8 and 10 can then be suppressed by switching each isolation valve 32 and each supply valve 33 into its initial position represented on the figure 2 .

Bien que l'invention ait été décrite en liaison avec plusieurs modes de réalisation particuliers, il est bien évident qu'elle n'y est nullement limitée et qu'elle comprend tous les équivalents techniques des moyens décrits ainsi que leurs combinaisons si celles-ci entrent dans le cadre de l'invention, tel que définit par les revendications.Although the invention has been described in connection with several particular embodiments, it is obvious that it is not limited thereto and that it comprises all the technical equivalents of the means described and their combinations if they are within the scope of the invention as defined by the claims.

Claims (15)

  1. Hydraulic brake including a body (60) in which at least one chamber (61) is formed and connected to a hydraulic line (10) to receive a control pressure and a piston (62) capable of moving in said chamber between a resting position and a braking position in response to said control pressure, said hydraulic brake including a piston locking device (66, 70) which can be actuated between a passive position in which said piston locking device (66, 70) allows said piston (62) to move in response to said control pressure, and an active position in which said piston locking device (66, 70) locks said piston (62) in said braking position after cessation of said control pressure, said hydraulic brake including a hydraulic actuator (57) connected to said hydraulic line (10) in order to be able to receive the same control pressure as said chamber (61) and capable of actuating said piston locking device (70, 66) towards said active position in response to said control pressure, characterised in that it includes a valve (50) capable of being selectively open and closed to transmit or otherwise the control pressure applied in said chamber (61) to said hydraulic actuator (57).
  2. Hydraulic brake according to claim 1, in which said piston locking device includes a lever (70, 170, 270) which can be actuated by said hydraulic actuator (57, 157, 257) and fitted outside said chamber and a transmission mechanism fitted between said lever (70, 170, 270) and said piston (62) to transmit a movement of said lever to a push-rod (66, 166) housed in said body (60, 160) and capable of being applied firmly against an internal surface of said piston (62, 162) in said active position of the locking device.
  3. Hydraulic brake according to claim 2, in which said transmission mechanism includes an eccentric cam (72, 172) rotating with said lever (70, 170) and cooperating with an end (73) of said push-rod (66, 166).
  4. Hydraulic brake according to claim 2, in which said transmission mechanism includes a threaded rod engaged in said body (260) and rotating with said lever (270), said push-rod (66, 166) including a nut engaged on said threaded rod and immobilised in rotation in order to traverse along said threaded rod into said body as a function of the rotation of the latter.
  5. Hydraulic brake according to claim 2, 3 or 4, characterised in that it includes a latch (80, 77) capable of locking said lever (70, 170, 270) in position in order to lock said piston locking device (66, 70) in said active position.
  6. Hydraulic brake according to claim 5, characterised in that said latch (80, 77) occupies, by default, a release state allowing the piston locking device (66, 70) to be actuated between said passive and active positions, said latch (80, 77) being able to be actuated selectively from said release position to a locking state in order to lock said piston locking device (66, 70) in position.
  7. Hydraulic brake according to claim 5, characterised in that said latch includes a rack (77, 277) guided by sliding longitudinally on a support element (68) integrated with said hydraulic brake body (60) and a stop lever (82) mounted so as to pivot with respect to said support element, said lever (70, 270) being capable of stopping said rack (77, 277) in the locking state of said latch and allowing said rack to move in the release state of said latch, said rack (77, 277) being connected to said lever (70, 270).
  8. Hydraulic brake according to claim 7, characterised in that said latch includes an electromagnet (83) capable of making said stop lever (82) pivot against a return spring (81).
  9. Hydraulic brake according to one of claims 1 to 8, characterised in that said valve is a solenoid valve (50) which presents a closed position by default.
  10. Hydraulic brake according to one of claims 1 to 9, characterised in that said valve (50) presents a closed position in which it allows for unidirectional flow of fluid from said hydraulic actuator (57) towards said hydraulic line (10).
  11. Hydraulic brake according to one of claims 1 to 10, characterised in that it includes a branching unit (12) interposed between said hydraulic line (10) and said hydraulic brake body (60), said branching unit including a hydraulic input (45) connected to said hydraulic line (10), two circuit branches (46, 48) branched with respect to one another in order to connect said hydraulic input (45) to respectively two hydraulic outputs (47, 49) from said unit and said valve (50) in order to control the flow into a first (48) of said circuit branches, said hydraulic brake also including two hydraulic connections (56, 55) connecting respectively the output from the first branch to said hydraulic actuator (57) and the output from the other branch to said chamber (61).
  12. Hydraulic brake according to one of claims 1 to 10, characterised in that said hydraulic brake body (160) includes a hydraulic connection (156) connecting said chamber (161) to said hydraulic actuator (157) and said valve (150) fitted to control the flow into said hydraulic connection (156).
  13. Hydraulic brake according to one of claims 1 to 12, characterised in that said hydraulic line (10) is connected to a pressure distributor (5) fitted with a pump (38) capable of producing said control pressure.
  14. Use of a hydraulic brake (11, 12; 111; 211, 212) according to one of claims 1 to 13 as a parking brake for an automobile, characterised by stages consisting in:
    producing a parking brake control signal,
    sending a control pressure into said hydraulic line (10) in response to said parking brake control signal in order to move said piston (62, 162) to said braking position,
    opening said valve (50, 150, 250) in order to actuate said piston locking device (70, 66; 170, 166; 270) to said active position by means of said hydraulic actuator (57, 157, 257), terminate said control pressure in said hydraulic line while said piston (62, 162) remains locked in said braking position by said piston locking device (70, 66; 170, 166; 270) in active position.
  15. Use of a hydraulic brake according to one of claims 1 to 13 automatically to hold an automobile on a slope, characterised by stages consisting in:
    detecting a stop state of said automobile on a slope,
    sending a control pressure into said hydraulic line (10) in response to said detection in order to move said piston (62, 162) to said braking position so as to immobilise said vehicle on said slope,
    measuring a period during which said piston remains in said braking position,
    when said period exceeds a predetermined value, opening said valve (50, 150, 250) in order to actuate said piston locking device (70, 66; 170, 166; 270) to said active position by means of said hydraulic actuator (57, 157, 257),
    terminate said control pressure in said hydraulic line (10) while said piston remains locked in said braking position by said piston locking device (70, 66; 170, 166; 270) in active position.
EP20030292990 2003-12-01 2003-12-01 Hydraulic parking brake and method of using said brake on a slope Expired - Lifetime EP1538363B1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP20030292990 EP1538363B1 (en) 2003-12-01 2003-12-01 Hydraulic parking brake and method of using said brake on a slope

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP20030292990 EP1538363B1 (en) 2003-12-01 2003-12-01 Hydraulic parking brake and method of using said brake on a slope

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EP1538363A1 EP1538363A1 (en) 2005-06-08
EP1538363B1 true EP1538363B1 (en) 2012-05-30

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Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2006055988A1 (en) * 2004-11-17 2006-05-26 Brian Anthony Paulsen Mechanical disc braking assembly
DE102006035913A1 (en) * 2005-08-02 2007-03-08 Continental Teves Ag & Co. Ohg Combined vehicle brake system with hydraulically and electromechanically actuated wheel brakes
FR2910867B1 (en) * 2006-12-28 2009-04-10 Peugeot Citroen Automobiles Sa METHOD FOR CONTROLLING DELETION OF THE BRAKE PEDAL ENCOUNTER ON THE ENGAGEMENT OF THE MOTOR VEHICLE PARKING BRAKE, CONTROL SYSTEM AND THE VEHICLE THEREOF
FR2931773B1 (en) * 2008-05-29 2010-10-15 Peugeot Citroen Automobiles Sa SYSTEM FOR CONTROLLING THE STABILITY AND TRACK OF A MOTOR VEHICLE USING AN ACTIVE SERVOFREIN.
FR2931771B1 (en) * 2008-05-29 2010-10-15 Peugeot Citroen Automobiles Sa SYSTEM FOR CONTROLLING THE STABILITY AND TRACK OF A MOTOR VEHICLE USING AN ACTIVE SERVOFREIN.
FR2931772B1 (en) * 2008-05-29 2010-10-15 Peugeot Citroen Automobiles Sa SYSTEM FOR CONTROLLING THE STABILITY AND TRACK OF A MOTOR VEHICLE USING AN ACTIVE SERVOFREIN.

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5127495A (en) * 1990-09-28 1992-07-07 Allied-Signal Inc. Parking brake and method therefor
US5161650A (en) * 1991-05-22 1992-11-10 Allied-Signal Inc. Disc brake with powered integral parking mechanism
DE19502927A1 (en) * 1995-01-31 1996-08-01 Teves Gmbh Alfred Combined service and parking brake
DE19848448C2 (en) * 1998-10-21 2001-12-13 Daimler Chrysler Ag Brake pressure control device of a brake system of a road vehicle

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